Brake and accelerator control for operating a motor driven vehicle

ABSTRACT

A foot operated control for operating an accelerator and braking means of a motor driven vehicle through actuation of a single suspended pedal. A brake lever associated with the vehicle braking means is mounted at one end to a shaft pivotally supported in a mounting bracket and carrying a pivot pin adjacent the other end, the brake lever providing vehicle braking action when pivoted in a first direction; an accelerator lever associated with the vehicle carburetor and mounted on the brake lever pivot pin so as to be pivotal in an opposite direction to cause acceleration of the vehicle; and a provision for preventing the two levers from concurrently actuating the associated braking means and carburetor to avoid simultaneous functioning of the system to accelerate the motor while applying the brakes to decelerate or stop the automobile. There is also disclosed a foot pad assembly for the foot operated control which precludes vehicle acceleration when the foot control is unattended.

This application is a continuation-in-part of my co-pending application,Ser. No. 303,517, filed Nov. 9, 1972, entitled Improvement on Brake andAccelerator Controls for Operating a Motor Driven Vehicle, now U.S. Pat.No. 3,944,012, granted Mar. 16, 1976, and is a continuation-in-part ofmy earlier prior application, Ser. No. 826,554, filed on May 21, 1969abandoned concurrently with the filing of my streamlined continuationapplication, Ser. No. 148,179, filed on May 28, 1971, and abandonedconcurrently with the filing of my aforesaid application, Ser. No.303,517.

This invention relates generally to foot operated controls employed inmoving vehicles, such as an automobile, and more specifically to brakeand accelerator controls for controlling the operation of the vehicleinternal engine carburetor through operation of an associatedaccelerator lever and for controlling the operation of the vehicle brakemeans through an associated brake lever. In a conventional vehicle footoperated controls presently employed in automobiles, and the like, afirst pedal is employed for operating the vehicle accelerator leverwhile a second pedal is provided for operating the vehicle brake lever.In an emergency, the operator of the automobile must remove his footfrom the accelerator pedal, transfer it to the brake pedal and thendepress the brake pedal until the brakes are applied.

While it is customary for the controlling means of a vehicle to beoperated by foot pedals actuated by the driver, some vehicles have saidcontrols operated by hand. The present invention is applicable to bothtypes of operation, and consequently while the invention is described asit is exemplified by a single foot pedal control, it is to be understoodas also pertaining to hand control, and the word "manual" is to beunderstood to include both hand or foot activated control.

It is well known, that in emergencies, an accident may often resultbecause of the reaction time of the driver between awareness of thedanger requiring the vehicle to stop and operation by the driver of thevehicle braking means. A portion of this reaction time is directlyrelated to the time in which the driver can remove his foot from onefoot control pedal to the other. When a vehicle is traveling at highspeed, considerable distance is covered by the vehicle during thisreaction time in which the driver is transferring his foot from onepedal to another. Many accidents could be avoided if the reaction timerequired for the application of the vehicle braking means associatedwith the vehicle could be reduced. It is therefore the principal objectof the present invention to provide a foot operated control foroperating accelerator and braking means of a motor driven vehiclethrough operation of a single manual control so as to reduce thereaction time necessary for the driver to actuate the vehicledeceleration system and bring the vehicle to a stop.

Other objects of the present invention is to provide a manual singlecontrol of the above-described type which includes: a single systemdevice activating the accelerator means and braking means of the vehiclewithout removal of the driver's foot from the pedal; means to preventconcurrent acceleration and braking; means that recalls the carburetorthrottle into an idling position when the driver removes his foot fromthe system or when the system is unattended comprising activating meansselectively releasing the accelerator lever from said throttle meansirrespective of the positioning of the brake and accelerator leversmeans.

It is another object of the present invention to provide a singlecontrol system of the above-described type located on the center floorspace so the driver has the choice to operate the vehicle with his rightor left foot when traveling long distances and rest his fatigued leg aswell for handicapped drivers.

There is another final object of the present invention to provide asingle manual control of the above-described type so as to reduce thereaction time necessary for the driver to actuate the vehicleacceleration system and bring the vehicle engine to a top performance.

Generally stated, the foot operated control for operating acceleratorand braking means of a motor driven vehicle through operation of asingle pedal, according to the present invention includes a shaft, whichis adapted to be mounted to a conventional brake lever mounting bracketpresently in use in automobiles, a brake lever associatd with thevehicle braking system and mounted adjacent one end to the shaft andcarrying a pivot pin adjacent the other end, the brake lever actuatingthe vehicle braking system when pivoted in a first direction about theshaft, an accelerator lever associated with the vehicle acceleratormeans mounted on the brake lever pivot pin adjacent one end of theaccelerator lever, such accelerator lever actuating the vehicleaccelerator means when pivoted in one direction about the pivot pin, andprovision for preventing pivotal movement of the brake lever in thefirst direction when the accelerator lever has been pivoted in its oneoperative direction, so that the vehicle accelerator and brake systemscan be only mutually exclusively operated, thereby providing a footoperated control in which a single pedal is operated to control bothvehicle functions. The invention further contemplates the provision of apivotally mounted pad assembly or mechanism and associated means forselectively preventing actuation of the accelerator lever irrespectiveof the position of the brake lever and to prevent actuation of theaccelerator lever when the pedal is unattended. There is also provided,a pivotable portion of the accelerator lever that adjacent to one of itsends is mounted and engaged to a secondary shaft of said acceleratorlever by a connecting pin, which pin is actuated by a solenoid. When thedriver removes his foot, the solenoid is energized by the pad mechanismassociated with a normally closed switch actuator. An urging biasingmeans mounted on said secondary shaft will force backwards said portionof the accelerator lever and recall the throttle linkage, and at the endof such recall stroke, a secondary normally closed switch mounted onsaid lever portion will open the circuitry to de-energize said solenoidactuator.

Other objects and advantages of this invention will be readily apparentfrom the following description when considered in connection with theappended drawings.

IN THE DRAWINGS

FIG. 1 is a side elevational view of an exemplary embodiment of a footoperated control apparatus for operating throttle and braking means of amotor driven vehicle in accordance with the present invention showingthe brake lever in a brake means unapplied position, the acceleratorlever in an idling throttle position and the associated foot pedal in afoot unattended position;

FIG. 2 is a front elevational view of the foot operated controlapparatus of FIG. 1;

FIG. 3 is a right side elevational view of the foot operated control ofFIG. 2 taken therein along the plane III-III;

FIG. 4 is a detail view, partially in section, of the right hand side ofthe foot operated control apparatus of FIG. 2 taken therein along theplane IV-IV;

FIG. 5 is a detail view, partially in section, of the lower end of thefoot operated control apparatus of FIG. 3 taken therein along the planeV-V;

FIG. 6 is a detail view of the means for mounting the brake lever meansshowing a main shaft thereof mounted to an otherwise conventional brakelever mounting bracket of a motor vehicle;

FIG. 7 is a detail view of a portion of the apparatus of FIG. 1particularly the cam member and associated stop pin comprising a portionof the exemplary brake lever stop means of the apparatus of FIG. 1 in aposition preventing movement of the associated brake lever means;

FIG. 8 is a detail view of the apparatus of FIG. 7 showing the exemplarycam member pivoted relative to the associated stop pin to allowconcurrent movement of the associated brake and accelerator levers in adepressive motion to apply the vehicle associated braking means;

FIG. 9 is a somewhat fragmentary side elevation of the apparatus of FIG.1 showing foot attended movement of the foot pedal and accelerator leverfrom an engine idling position in phantom line to a full throttleapplied position;

FIG. 10 shows the apparatus of FIG. 9 with the associated throttle levermoved to a motor idling position automatically upon removal of theoperator's foot from the pedal of the apparatus;

FIG. 11 is a schematic representation of concurrent depressive movementof the accelerator and brake lever means to apply the vehicle brakingmeans;

FIG. 12 is a schematic representation of the apparatus of FIG. 11 withthe brake lever in a brake unapplied position and the accelerator leverin a throttle full open position;

FIG. 13 is a schematic representation of the apparatus of FIG. 12 withthe associated pedal in a foot unattended position;

FIG. 14 is an electrical schematic representation of an exemplaryelectrical circuit means untilized in the exemplary embodiment ofapparatus of FIGS. 1 through 13;

FIG. 15 is a detail view of a portion of the apparatus similar to FIG. 2representing another electro-mechanical exemplary equivalent of theaccelerator lever connecting and deactivating means, and

FIG. 16 is a detail prospective view of a mechanical exemplaryequivalent, particularly of the accelerator lever connecting anddeactivating means similar to FIGS. 1, 2 and 15.

A detailed explanation of a preferred exemplary embodiment of footoperated control apparatus in accordance with the present invention willnow be made. However, before getting into the specific details of theexemplary embodiment, a general detailed explanation will be made withregard to the schematic representations of the exemplary apparatuspresented in FIGS. 11, 12 and 13.

Referring first to FIG. 11, a brake lever means 22 is pivoted at itsupper end on an arbor or main shaft 32 which in turn is secured to amounting bracket indicated generally at 20. Brake lever means 22controlling braking means is associated by rod 42 with a conventionalpower cylinder 41 of a vehicle braking system. Movement of brake lever22 about its pivot at 32 in a clockwise direction, as indicated by thearrow in FIG. 11, a depressive movement applied the vehicle brakingmeans in a conventional manner.

An accelerator lever means 21 controlling the throttle power supplymeans is pivoted by pivot pin 46 on the brake lever for a limitedpivotal movement thereon, such pivotal movement being limited by thestop pin 45 also provided on the brake lever. A foot pedal 111 ismounted at the lower end of the accelerator lever 21 located adjacentand selectively operable with said brake lever. It can be seen,therefore, that depressive movement of pedal 111 will be transmittedthrough accelerator lever 21, stop pin 45 and brake lever 22 to thebrake means applying rod 42.

In accordance with the present invention, and as illustrated in FIG. 12,an upward or counterclockwise pivotal movement of accelerator 21relative to the brake lever 22 causes acceleration of the vehicle. Aswill be described in greater detail hereinafter, accelerator lever 21 isassociated with the carburetor of the motor of the vehicle to move thethrottle to a full open position when the accelerator lever 21 isallowed to pivot upwardly relative to brake lever 22 into the positionof FIG. 12. However, as a safety feature, should the operatorinadvertently remove his foot from the accelerator lever pedal, thepedal 111 is biased and urged to pivot away from the lever 21 as seen inFIG. 13, and actuate associated means for causing the motor throttle tobe returned to an engine idling position.

In the general operation of the control apparatus of the presentinvention, therefore, a depressive concurrent movement of acceleratorlever means 21 and brake lever means 22 causes application of thevehicle braking means while a pivotal movement of accelerator levermeans 21 relative to brake lever means 22 causes acceleration ofdeceleration of the vehicle motor means. With the foregoing generaldescription of the relative functioning of the combined accelerator andbraking functions in the single foot operated control apparatus of thepresent invention, a detailed explanation of the preferred exemplaryembodiment thereof will now be made.

Referring now to FIGS. 1, 2 and 3, the preferred exemplary embodiment offoot operated control apparatus in accordance with the present inventioncomprises a housing indicated generally at 20, which may be provided bythe conventional brake lever mounting bracket in present dayautomobiles, an accelerator lever means indicated generally at 21, abrake lever means indicated generally at 22 and a foot pedal means andassociated mounting assembly indicated generally at 23.

The housing or mounting bracket 20 includes a pair of sidewalls 24 and25 integrally formed with the front or top wall 26. Mounting flanges 27and 28 provided on the sidewalls 24 and 25, respectively, are shownmounted by bolts 29 to the vertical forward firewall 30 of aconventional motor driven vehicle. It will of course be understood thatthe housing or mounting bracket may be otherwise constructed or locatedin the vehicle depending upon the type of motor vehicle in which thepresent apparatus is utilized. It is contemplated that the controlapparatus of the present invention will be preferably located withrespect to the interior floorboard of the vehicle so that the vehicleoperator can conveniently rest the heel of his foot at a convenient andrelaxing angle while allowing him to actuate the foot operated controlthrough the arcuate movement thereof as more fully describedhereinafter.

Means are provided for mounting the brake lever means indicatedgenerally at 22 in the vehicle in association with the vehicle brakingmeans to operate the braking means in response to pivotal movement ofthe brake lever means. As seen in FIGS. 1, 2 and 3, such brake levermounting means include the provision of an arbor or main shaft assembly,illustrated generally at 31 in FIGS. 1 and 2 and shown in detail in FIG.6, supported by the housing or mounting bracket 20. As best seen in FIG.6, bolt 32 is inserted through suitable openings in the bracketsidewalls 24 and 25 with bushings 33 and 34 rotatably mounting a hollowshaft 35 about bolt 32 and between bracket sidewalls 24 and 25. Theupper end of brake lever 22 is fixedly secured to this pivotally mountedhollow shaft 35 for pivotal movement about the axis of bolt 32.

Bolt 32 is provided with a threaded end 36, protruding outwardly ofbracket sidewall 25, to receive a locking nut 38 thereon. A spacingwasher 37 may be provided between nut 38 and sidewall 25. As seen inFIG. 2, a flat surface 39 may be provided on this elongated hollow nut38 to facilitate attachment of a wrench for turning the nut onto bolt32.

Brake lever means 22 is thus mounted relative to the housing or bracketmeans indicated generally at 20 for pivotal movement about its upper endrelative to the vertical firewall or forward floorboards 30 of aconventional motor vehicle. The control apparatus of the presentinvention is intended for use on vehicles which include conventionalbraking means which may include hydraulic braking or power brake systemsincluding a vacuum power cylinder 41 as illustrated in FIG. 1. Powercylinder is provided with an operating rod 42 extending through thefloorboard or vertical firewall 30. This operating rod is pivotallyconnected to the brake lever means 22 by mounting a swivel head portion43 of rod 42 on a pivot pin 44 provided on brake lever 22 at a locationspaced from the pivotal axis of the brake lever provided by the axis ofbolt 32. Depression of brake lever 22, as seen in FIG. 1, causes aninward movement of operating rod 42 into the hydraulic pump or mastercylinder, or vacuum power cylinder 41 illustrated, so as to actuate theassociated vehicle braking means.

In the exemplary embodiment, the brake lever means 22 also mounts anaccelerator stop pin 45, an accelerator lever mounting pivot pin 46 andan arbor 47 as best seen in FIG. 2. Each of these pins and arbor may befixedly mounted to lever 22, as by a press fit therein. The function ofeach of these pins and arbor will be explained hereinafter.

As particularly contemplated within the present invention, acceleratorlever means, indicated generally at 21, are pivotally mounted on thebrake lever means indicated generally at 22. In the exemplaryembodiment, the accelerator lever means 21 are pivotally mounted bypivot pin 46 on a lower end of the brake lever 22, and is associatedwith the vehicle accelerator means. The term "vehicle accelerator means"is used herein to refer and include the carburetor of an internalcombustion engine or any accelerator and throttle power supply means ofa vehicle, as seen in FIG. 9, for example, of the vehicle and theassociated mechanisms for actuating the carburetor so as to control thepower output of the internal combustion engine in the conventionalmanner. As best seen in FIG. 2, accelerator lever means 21 includes ayoke having a first arm 64, on the left side of brake lever 22, and asecond arm 58 disposed on the opposite, right, side of brake lever 22.As seen in FIG. 2, arm 58 has an upper extension 58' which is operablyassociated with a control rod 87 connected to the engine carburetorthrottle in a manner hereinafter explained.

Accelerator stop means are provided on the brake lever means forlimiting the pivotal movement of the accelerator lever means relative tothe brake lever means so that concurrent depressive movement of theaccelerator lever and brake lever means can be effected throughdepression of the foot pedal 111 mounted on the accelerator means. Inthe exemplary embodiment, such accelerator stop means includes the stoppin 45 provided on brake lever 22 as seen in FIGS. 1 and 2. Associatedstop surfaces with concave portions 65 are provided at the upper endportions of each of yoke arms 64 and 58 as seen in FIGS. 1 and 2.Clockwise rotation of lever 21 about its pivot pin 46 is limited bycontact of the stop surface 65 with pin 45. Such engagement isillustrated in the schematical representation of FIG. 11 whereindepression of pedal 111 causes concurrent movement of levers 21 and 22to allow application of the vehicle braking means.

The accelerator lever means, indicated generally at 21, is associatedwith the vehicle throttle means for operating the vehicle engine inresponse to the aforedescribed pivotal movement relative to the brakelever means 22. As seen in FIG. 2, arm 58 is provided in the exemplaryembodiment with a prolonged, crank arm, portion 58' on the right handside of brake lever 22. A shaft 66 is mounted on the upper end of crankarm 58'. The portion of the accelerator lever including portions 58 and58' may be considered lower portions of the accelerator lever. Aseparately movable upper lever portion 67 is provided in the exemplaryembodiment, pivotally mounted on the aforementioned shaft 66. Asdescribed more fully hereinafter, lever 67 is normally connected to thelower lever portions 58 and 58' for concurrent pivotal movementtherewith about pin 46. Connecting means are provided for connecting theupper lever portion 67 with the lower lever portion 58' of theaccelerator lever means for common pivotal movement thereof in responseto movement of the foot pedal 111. In the exemplary embodiment, suchconnecting means include the provision of a solenoid 68 mounted on theupper portion or actuating lever portion 67 of the accelerator levermeans. Solenoid 68 or 68' includes a movable member 69 or 69', as bestseen in FIGS. 2, 3 and 15, having connecting pin means 70 or 70' at thelower end or radially disposed thereof to engage in a pin keeper meansor slot 72 or 72'. Spring 71 not shown on FIG. 15, but incorporated intosolenoid 68' therein, loads connecting pin means 70 or 70' so that whenupper lever portion 67 is in a straight, aligned position with regard tocrank arm 58', the connecting pin means 70 or 70' will locate in theslot or pin keeper 72 or 72'. The upper and lower ends of theaccelerator lever means are thereby normally connected together forconcurrent rotation about pin 46.

The upper end of the lever 67 is provided with a shaft or horizontallyextending bar 73 which carries a driving roller 76 between end washers74 and 75 on an outer end thereof. As best seen in FIGS. 9, 15 and 16,pivotal movement of the accelerator lever means about pin 46 causes anarcuate movement of the upper end of upper lever portion 67. Thisarcuate movement of the upper end of lever 67 is translated intohorizontal movement of control rod 87 through the provision of drivingroller 76 within a vertical slot in depending slotted link 121. Roller76 rides up and down within the slot in link 121 translating the arcuatemovement of the upper end of lever 67 into horizontal translationalmovement of rod 87, as can be seen from a comparison of FIGS. 9, 10, 15and 16.

Referring to FIGS. 1, 9 and 15, control rod 87 is associated with thethrottle means of the vehicle carburetor in the exemplary embodiment.Slotted link 121 in mounted to control rod 87 by a conventional nut asillustrated. Control rod 87 is mounted for horizontal movement throughbushing 114 secured by locking nut 115 to the vehicle floorboard orfirewall 30. A flat 116 is illustrated for facilitating fitting a wrenchto nut 115. A resilient shock absorber element 117 is preferablyprovided on nut 115, as seen in FIGS. 1 and 9. The throttle rod 120 isconnected by a ball joint 119 and coupling assembly 118 to control rod87, the coupling assembly 118 abutting shock absorber 117 when theaccelerator lever is moved to an engine idling position.

The exemplary vehicle carburetor means, as seen in FIG. 9, and partiallyin FIG. 15, includes a throttle rod 120 having a threaded end 122connected to a tapped link 123. Adjustable connecting link 123 has aside swivel 124 with a bolt and nut connected to the slotted end of theassociated throttle lever 125. Throttle lever 125 is pivotally mountedon shaft 126. Shaft 126 is attached to bracket 127 which is mounted byscrews 128 to the carburetor flange or boss 129. The upper opposite endof throttle lever 125 is connected to the equalizer link 130 through aswivel pin 131 and the use of conventional washers and cotter pin.Equalizer link 130 is in turn connected to the carburetor throttle lever132 by swivel pin 133 and associated conventional washers and a cotterpin. The carburetor body is indicated at 134.

From the foregoing, it can be seen that an upward movement of pedal 111in a counterclockwise direction about pivot pin 46, as viewed in FIG. 9,causes an opening of the throttle power supply means of the carburetorto accelerate the vehicle engine in response to the driver's selectiveoperating movement. Initial depression of pedal 111 from the position ofFIG. 9, into the position of accelerator lever means 21 of FIG. 11causes deceleration of the vehicle motor. Thereafter, concurrentdepression of accelerator lever 21 and brake lever 22 causes applicationof the vehicle braking means.

Means sequentially limiting the structural functional operations areprovided for preventing the concurrent actuation of the vehicle brakingmeans when the accelerator lever is being depressed from a motoraccelerated position. As further particularly contemplated within thepresent invention, means are provided for preventing operation of thevehicle braking means to apply the vehicle braking means until theaccelerator lever means has been pivoted relative to the brake levermeans into a throttle closed or engine idling position. Referring toFIG. 9, the accelerator lever means 21 is shown pivoted in acounterclockwise direction relative to the brake lever means 22, stopsurface 65 being illustrated out of engagement with stop pin 45. In thisposition of the accelerator lever 21 relative to brake lever 22, theengine throttle is fully open so that the vehicle is being operated atmaximum engine speed. In order to decelerate or stop the vehicle, theoperator depresses the pedal 111, in order to decelerate the engine andapply the braking means. However, in order to prevent the prematureapplication of the vehicle braking means before the engine has beendecelerated, brake lever stop means are provided in association with thebrake lever means and accelerator means for preventing movement of thebrake lever means to apply the brake means until the accelerator meanshas been moved to its engine idling position, i.e., when lever 21 ispivoted relative to lever 22 to bring surface 65 into contact with pin45.

In the exemplary embodiment, the aforementioned brake lever stop meansare provided by pivotally mounting a cam member, indicated generally at48, on an arbor 47 carried by the brake lever 22. Cam 48 may be mountedto arbor 47 by snap ring 49, as best seen in FIG. 4. A follower 56 isrotatably mounted by an arbor and a conventional lock washer and nut tothe sidewall 25 of the mounting bracket as seen in FIGS. 2 and 4. Withthe cam member 48 in the position illustrated in FIGS. 2 and 4, itsforward arcuate surface 50 abuts cam follower 56 preventing pivotalmovement of brake lever 22 about its upper pivotal end, counterclockwisein FIG. 4. Cam member 48 is biased by urging means 54 into this brakelever locking position of FIGS. 2 and 4. As best seen in FIG. 4, a pin53 is mounted on the side of the cam member and receives the lower endof urging means 54. The upper end of urging means 54, as seen in FIG. 2,is mounted on the slotted end 40 of nut 38 previously described inassociation with the main shaft or arbor assembly indicated generally at31. The bias thus provided on member 48 tends to rotate itcounterclockwise about its axis of rotation provided by the axis ofarbor 47. An adjustable stop pin 59, including a fitted body portion 60,is mounted on a flange 61 on bracket sidewall 25 to limit suchcounterclockwise rotation of cam member 48.

The aforementioned cam member 48 is also associated with the previouslydescribed accelerator lever means so that movement of the acceleratorlever means into its aligned engagement with the brake lever means notonly places the engine in an idling condition but also pivots the cammember 48 into position allowing movement of the brake lever 22 in adirection to apply the vehicle braking means, as best seen in FIG. 16.As seen in FIG. 4, a cam roller 57, or a round surface element as shownin FIG. 16, is mounted on a horizontal portion of crank arm 58' of theaccelerator lever means to underlie cam surface 52. The cam member andassociated brake lever and accelerator lever means are illustrated inFIG. 7 when viewed from the opposite direction as that in FIG. 4. Onpivotal movement of the accelerator lever 21 relative to the brake lever22 into the aligned position shown in FIGS. 8 and 16, follower 57 orrounded seat member 57' rotates cam member 48 about its arbor 47 untilthe stationary cam follower 56 rolls over surface 50 onto surface 51.Concurrent depressive movement of levers 21 and 22, as illustrated inFIGS. 8 and 16, is thereafter allowed with the cam member riding undercam follower 56. Such depression of the levers 21 and 22 is accomplishedby the operator pressing on the foot pedal 111 against the outwardspring bias provided to the actuating rod 42.

Brake lever 22 in the exemplary embodiment is also provided with a pin62 mounted adjacent arbor 47. A spring 63, as best seen in FIG. 1, ishooked at one end onto pin 62 and at the other end to an adjustablescrew, not illustrated, preferably located on the vehicle dash panel.Spring 63 functions to absorb the brake lever end play and is suggestedonly for vehicles equipped with power brakes.

The spring bias for the brake lever to move it counterclockwise in FIG.1 is provided by the conventional biasing means associated with controlrod 42 in the conventional vehicle. Such upward movement of the footpedal 111 and associated brake lever causes a return of the cam member48 under the urging of its associated urging means 54 to the activeposition illustrated on FIGS. 1 through 4.

As further particularly contemplated within the present invention, meansreleasably connecting the accelerator lever with the throttle powersupply means are provided; the foot pedal assembly is associated withthe accelerator deactivating means so that the engine or motor of thevehicle is automatically decelerated to an engine idling position in theevent that the operator purposely or inadvertently removes his foot fromthe foot operated control apparatus of the present invention. In thepreferred exemplary embodiment, such is accomplished through theprovision of activating means selectively releasing the acceleratorlever from said throttle means irrespective of the positioning of thebrake and or accelerator levers, including: a pedal mounting assemblyfor pivotally mounting the pedal on the lower end of the acceleratorlever and associated mechanical means or electrical circuitry meansconnected to the aforementioned solenoid means for automaticallydisconnecting the upper and lower portions of the accelerator lever onrelease of the foot pedal and to the provision of urging biasing means84, as shown in FIGS. 15 and 16 for biasing the upper portion of theaccelerator lever to move the throttle to an engine idling position.

Referring to FIGS. 1, 2, 3, and 5, the exemplary foot pedal assembly 23includes a mounting arm 105 of generally L-shape with the upper leg ofthe L secured between the lower ends of accelerator lever arms 64 and 58by means of riveting, as at 106 and 107. The lower leg of L-shapedmember 105 mounts a fixed plate 108 which has a depending, somewhatU-shaped portion 109 at the upper end thereof when viewed in FIG. 1. Aconnecting shaft 113 is pivotally mounted in the U of member 109, suchconnecting shaft being secured in arm 102 upon which foot pedal 111 ismounted. Foot pedal 111 therefore pivots on connecting shaft 113relative to the stationary plate 108. The upper surface of pedal 111 isprovided with a rubber layer 110 to provide an anti-slip contact surfacefor the operator foot. The underside of pedal 111 is provided with aplate 112 which engages fixed plate 108 when the pedal is depressedthereon. A layer of resilient material 135 may be provided on the uppersurface of plate 108 to cause a more silent operation of the assemblywhen plate 112 is pivoted down upon the support or fixed plate 108.

The lower end of arm 102, as seen in FIG. 3, is associated with anormally closed electrical switch 91 which in turn is associated withthe solenoid means 68 which normally holds the upper and lower leverportions 67 and 58' of the accelerator lever means in connectedrelation. As seen in FIG. 3, normally closed electrical switch 91 ismounted to accelerator lever lower portion 58. This normally closedswitch 91 is illustrated schematically in the electrical diagram of FIG.14. In FIGS. 2 and 14, positive lead wire 81 is shown connected intoswitch 91. As best seen in FIG. 4, switch 91 includes an insulatedhousing 92 with an insulated bushing 93 mounting an actuator shaft 94.Shaft 94 carries a terminal contact taper 95 which can seat on contactinto taper bushing 96 and is normally in contact with terminal contacttaper 95 due to the biasing means 100. Shaft 94 is located within thehousing 92, and biasing means 100. Spring 97 seats against insultedcover housing 98. Actuator shaft 94 has a prolongation 99, as best seenin FIG. 3, such prolongation being constructed of an insulated andself-lubricating material preferably. Prolongation 99 is adjustablymounted by a threaded connection on the lower end of shaft 94 so thatthe biasing means 100, which is located between housing 92 and a flangeof prolongation 99 can be adjusted as required. The prolongation 99 isprovided at its end with a clevis-groove 101 with a 180° radius on thegroove bottom to be operably actuable by the tongue of pivot arm 102,such tongue locating in the clevis-groove.

From the foregoing, it can be seen that the foot pedal 111 is biasedinto a raised position under the urging of biasing means 100 interposedbetween the housing 92 and prolongation 99 engaging pedal arm 102.Depression of pedal 111 against fixed plate 108 causes shaft 94 andtaper contact 95 to break away from taper bushing contact 96, in FIG. 4,breaking the contacts off in the electrical switch 91 in FIG. 14.Therefore, when the operator purposely or inadvertently lifts his footoff the pedal 111, as explained more fully hereinafter, the electricalcircuit of FIG. 14 is closed by a closing of switch 91 which operatesthe solenoid 68 to cause deceleration of the engine vehicle to an idlingposition adjustment.

As discussed previously, solenoid connecting pin means 70 is normallyengaged in the pin keeper or slot 72 to maintain the upper lever portion67 and lower lever portion 58, 58' of the accelerator means in connectedrelation. This "connected" relation is seen in FIGS. 9 and 15. Referringparticularly to FIGS. 2 and 15, urging biasing means 84 is operablyassociated with the upper and lower lever portions of the acceleratorlever means to cause pivotal movement of the upper lever 67 about shaft66 relative to lower lever portion 58' upon removal of connecting pinmeans 70 or 70' from pin keeper or slot 72 or 72'. The upper end ofurging biasing means 84, as seen in FIGS. 2, 7, and 15, is engaged upona pin 86 secured to upper lever 67. A central body portion of urgingbiasing means 84 is wrapped about and mounted on a left handprolongation 82 of shaft 66, and end flange 83 being mounted on shaftprolongation 82. The lower end of urging biasing means 84, as best seenin FIG. 7, engages against stationary pin 85 mounted on flange 83.Urging biasing means 84 therefore biases the upper lever portion 67 topivot on shaft 66 from the position of FIG. 9 into the positions ofFIGS. 3, 7 or 10 when the connecting means provided by solenoid pinmeans 70 and pin keeper 72 are disengaged. Therefore, when solenoid 68is energized, as by closing of switch 91 on removal of the operator'sfoot from the pedal 111, connecting pin means 70 is recalled, unlockingactuator lever 67 from the lower lever portion. Actuating lever 67 thenis rotated clockwise about shaft 66, in FIG. 7, to move the associatedthrottle actuating rod 87 outwardly of the firewall into an engineidling position, as seen best in FIG. 10.

Upon the aforedescribed pivotal movement of upper lever 67 about shaft66, another electrical contact provided is broken causingde-energization of the solenoid and the return of its connecting pinmeans 70 to an extended position under the associated spring bias 71. Onsubsequent depression of the foot pedal to bring the lower acceleratorlever portion into alignment with the upper lever portion, thede-activated solenoid pin means 70 will snap into the pin keeper or slot72 again connecting the upper and lower lever portions for concurrentmovement. In the exemplary embodiment, such additional contact means isprovided by a flexible leaf switch, arm or contact 77 mounted byinsulating material to the lower end of upper lever portion 67 as seenin FIGS. 2, 3 and 15. Flexible leaf 77 normally rests in closed positionover contact plate 79 which is mounted by insulation material 80 to theside of the upper end of crank arm portion 58', also as seen in FIG. 2and 15. As seen in FIGS. 2 and 14, the positive lead wire 81 is run fromthe switch 91 to contact plate 79. Leaf arm 77 is connected by lead line78 to the positive side of solenoid 68. The negative side of solenoid 68is connected by lead line 103 to ground, as to the firewall bolt 104. Inaddition, as illustrated in FIG. 14, solenoid 68 is preferably providedwith an arc suppressor diode capacitor 88 of the Zener diode design inthe preferred exemplary embodiment.

Referring to FIG. 14, the preferred exemplary electrical circuitry forthe foot operated control apparatus of the present invention includes apositive lead line run from the conventional 12 volt D. C. battery powersource provided in conventional automobilies. The positive lead line isextended to the ignition switch of the vehicle and through the fusepanel. Positive line 81 is then connected from the fuse to the normallyclosed foot operated pedal switch 91, which is actually held open by thepresence of the operator's foot. Line 81 is then continued to the secondnormally closed switch 77, 79 associated between the upper and lowerportions of the accelerator lever adjacent the solenoid 68. Line 78 fromcontact 77 runs to the solenoid and from there by line 103 to groundbolt 104. It has been found desirable to use an arc suppressor 88 toeliminate arcing that can be caused by reverse voltage spikes producedwhen the circuit to the solenoid is discontinued.

From the foregoing, it can be seen that when the foot operated controlis unattended or the driver's foot is accidentally removed from thepedal, switch 91 is allowed to move to its normally closed positionactuating solenoid 68 to recall connecting pin means 70 from slot 72 aspreviously described. Urging biasing means 84 then biases actuator lever67 to withdraw the throttle actuator lever 87 to an engine idlingposition independently of the position of the lower portions of theaccelerator lever 58 and the associated foot operated pedal. Upon suchrelative movement of the upper and lower lever portions 67 and 58'respectively, the normally closed switch 77, 79 opens de-energizing thesolenoid and allowing return of the connecting pin means to its normallyprojected position. Should the driver then depress the foot pedal tobring the lower and upper accelerator lever portions into alignment, pinmeans 70 will snap into slot 72 and the upper and lower portions will beagain locked in aligned connected relation for selective operation ofthe throttle of the carburetor through movement of the control apparatuspedal 111.

The operation of the aforedescribed exemplary embodiment of the footcontrol apparatus during normal driving conditions will now beexplained. With the apparatus in the position of FIG. 1, as notedpreviously, the accelerator lever is in a position where the throttle ispartially open. This allows for the supply of gas normally provided tothe carburetor on starting the engine. Starting from the position ofFIG. 1, the operator first place his foot on pedal 111 pivoting it downupon the fixed plate 108. The accelerator lever pivots relative to brakelever 22, pivoting cam member 48 as aforedescribed to allow furtherdepression of both accelerator lever and brake lever to apply thebrakes. Of course it is not necessary to apply the brakes at the time ofstarting the car, so the operator may merely wish to pump the pedalassembly and associated accelerator lever 21 relative to stationarybrake lever 22 at the time he turns on the ignition. It should be notedthat in the event the operator turns the ignition to "ON" withoutplacing his foot on the pedal, the solenoid 68 will be instantaneouslyenergized to place the throttle in an idling speed as opposed to asomewhat higher engine operating speed for the throttle illustrated inFIG. 1.

After starting the vehicle, and placing the transmission selector leverin the desired location, the vehicle engine may be accelerated byallowing a gradual raising of the pedal and associated accelerator lever21 under the control of the operator's foot under urging of anassociated urging means on the accelerator lever. At any time when itbecomes necessary or desirable to decelerate and/or stop the vehicle, adownward depression of the single pedal will initially causedeceleration of the engine and thereafter application of the vehiclebraking means. Simultaneous application of the vehicle braking means andacceleration of the vehicle motor are prevented through theaforedescribed brake lever stop means, including cam member 48,associated with the brake lever and accelerator lever means. Havingstopped the vehicle, or starting from a stopped position, a gradual ormore rapid releasing of the foot pedal, at the operator's discretion,will first release the brake means associated with the vehicle andthereafter cause acceleration of the engine of the vehicle.

Referring to FIG. 15, shows a detail view of a portion of the apparatussimilar to FIG. 2, representing another electro-mechanical exemplaryequivalent embodiment of the accelerator lever connecting anddeactivating means, particularly, an interlocking mechanism actuated byrotary solenoid means 68 mounted at one end of the accelerator lever,the other end of said accelerator lever associated with the foot pedalas previously described. The rotary solenoid, including a return coilspring, said rotary solenoid mounted on said pivotable lever portion andcarrying a movable member 69', a connecting pin 70' radially mounted onsaid movable member, said connecting pin normally located on a radialslot located at the lower end portion 58' of said acclerator lever, saidslot 72' radially aligned with said connecting pin 70' relative to thecenter axis of said rotary solenoid mounted on said upper portion 67 ofthe accelerator lever which biases upon urging biasing means 84 whensaid rotary solenoid is energized.

Referring now to FIG. 16, is a detail propsective view of anothermechanical exemplary equivalent embodiment, particularly of a modifiedfeature of the single apparatus control similar to the above describedtype of FIGS. 1 and 2, having a mechanical interlocking mechanism forconnecting and deactivating the accelerator lever associated with thethrottle means of the vehicle. The throttle means, with thisarrangement, will return to idling position when spring 100, uponremoval of the foot from pedal 111, overcomes spring 71' through themodified mechanical connection of shaft 94 which in this case is guidedinto housing 92 to meet bracket 135 of rod 136 rotatably mounted on theaccelerator lower lever portion 58' and having at one end a clampingwire 137. Wire 138 is mounted around movable member 69" which has aradial pin 70' normally located into radial slot 72' as above describedand illustrated in FIG. 15. Similar as described and illustrated in FIG.15, movable member 69" operates and is mounted on the accelerator upperlever portion 67 responsive to urging biasing means 84 when said footpedal 111 is unattended. In addition the lower end of the foot pedal 111is provided with an optional adjustable crossbar 139 snap fastened tosides locks 140. Crossbar 139 may be located in a lower position formajor comfort and driver's convenience.

It can be seen from the foregoing detailed explanation of the footoperated control apparatus its preferred and alternative exemplaryembodiment of the present invention that the objects recited initiallyherein have been attained. The foot operated control of the presentinvention may be operated to brake or decelerate or accelerate thevehicle at a maximum rate with a minimum reaction time requirement onthe part of the operator. The operator is allowed to use either his leftor right foot on a single foot pedal to immediately cause engineacceleration deceleration and braking without the need for moving hisfoot from a separate accelerator pedal to a brake pedal and viceversa.Moreover, it is believed to be a natural human reaction to depress afoot pedal to cause engine deceleration and braking and to causeacceleration to a foot pedal releasing or raising movement.

Having thus described the preferred and alternative exemplary embodimentof the foot operated control apparatus in accordance with the presentinvention, it should be noted by those skilled in the art that othermodifications and variations of the present invention may be made inlight of the within teachings and disclosure. It is therefore to beunderstood that the scope of the present invention is limited only anddefined by the appended claims.

I claim:
 1. In brake and accelerator controls for operating a motordriven vehicle, said controls comprising:a brake lever operablyconnected to the braking control means of said vehicle,an acceleratorcontrol lever means pivotally mounted on said brake lever andselectively operable concurrently with said braking control means, aninterlocking mechanism mounted on said accelerator control lever meanscomprising:connecting means releasably connecting a first end of saidaccelerator control lever means to the vehicle throttle means, and amovable member capable of causing said connecting means to release, afoot pedal assembly mounted on a second end of said accelerator controllever means, comprising:a bottom portion attached to said second end ofsaid accelerator control lever means, a pedal portion pivotallyconnected to said bottom portion, urging means causing said pedalportion to pivot away from said bottom portion, and a surface of saidpedal portion upon which an operator may place a foot to overcome saidurging means causing said pedal portion to pivot against said bottomportion. a mechanical linkage between said pedal portion and saidinterlocking mechanism movable member such that said interlockingmechanism connecting means is caused to release only when said pedalportion is pivoted away from said bottom portion.
 2. In brake andaccelerator controls for operating a motor driven vehicle of claim 1,wherein said foot pedal assembly includes.adjustable means forpositioning a portion of said foot pedal assembly at selected distancesfrom said pedal portion.